Train-stopping apparatus.



J. H. UPTON. TRAIN STOPPING APPARATUS.

2 SHEETS-SHEET 1.

Patented Mar. 16, 1915.

APPLICATION FILED JUNE 3 1914 J. H. UPTON.

TRAIN STOPPING APPARATUS.

APPLICATION FILED JUNE 3,1914.

1,132,408. 1mm mil 1915.

SHEETS-SHEET 2.

V J .44 9 AW 6 UNITED STATES PA TENT OFFICE;

JESSE n. Uje'roN, 0F BR-YSON CITY, Hones; QAQI A I N F ONE-HALF T0 JOSEPH TABOR', OF IsnYsoN one; figglg ruin-STOPPING APPABAWJ Specification of Letters Patent. 6, 1915.

Application m4 June 3,1914. Serial No. 842,710.

To all whomit may concern Be it known that I, JESSE U 'N, a. citizen of the United States, residi g a Bryson City, in the county of Swain and State of North Carolina, have invented new and useful Improvements in Train'Stop-ping Apparatus, of which the following is a specification.

This in ention relates to improvements in train stopping apparatus and has particular application to'an automatic train stop whereby the propelling power of a motor car will be out otf and the air brakes applied in the event of the train entering the danger zone.

In carrying out the present invention, it is my purpose to provide train stopping apparatus which willoperate automatically, in the event of the train passing a danger signal. to cut off the propelling power of the locomotive or motor car and apply the brakes and whereby the throttle val e and engineers brake valve will be locked, succeeding the automatic operation thereof, so that the engineer will be unable to regain control of the train, means being provided whereby the conductor of the train may release the locking devices so that the engineer may regain control of the throttle and brake valves.

It is also my purpose to provide apparatus of the type set to'rth which may be installed and'maintained at a minimum expense and which will operate effecti ely and efficiently under all conditions and which will embody few parts and these so correlated and arranged as to reduce the possibility of derangement to a minimum.

With the abo e and other objects in View, the invention consists. in the construction combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims. I

In the accom anying drawings; Figure l is a diagrannnatic view of train stopping apparatus constructed in accordance with the present invention. Fig. 2 is a fragmentarv side elevation of the same, parts being shown in section. Fig. 3 is a cross sectional view through the t-rackway. Fig. 4 is a view in side elevation of the motor and the connection between the latter and throttlevalve of the locomotive. Fig. 5 is a cross sectional view through one of the latching devices.

.beyond the fulcrum pivotally cbnnected with the rod 3 of the throttle .valve. The engineers brake valve is indicated at 4 and is provided with the usual handle 5 capable of swinging movement whereby the valve may manipulated. to its various positions.

- 6 indicates an electric motor and fixed to the opposite ends of the armature shaft of the motor are crank 1ii 7 8. Pivotally con nected to the crank 1751. Di the disk '7 is one end a connectingrod 9 having-1gp, opposite extremitythereot formed with do: gatel slot 10 through which the hsndie of the throttle valve lever 1 projects, hi-1 pivotally connected to the crank pin on the disk 8 is one e'xti-Cmity of a connecting rod 11 having the opposite end thereof pivotally connected with a slot-ted linl. a P 13 projecting umvardly from th ng jdle 5 of the engineers brake valve and smil g within the slot in the link 12.

Depending from the locomoti e is a tubular casing 1 1 formed interiorly with a spider 15 and havingthe lower end thereof closed. Formed in the spider 15 centrally thereof and the lower end of the tubular casing are alining openings and within these openings is slidahly mounted a plunger rod 16 equipped, within the tubular casing, with a collar 17 disposed below the spider 15 and encircling the plunger rod between the collar 17 and the spider is a coiled expansion spring 18 having one end abutting the collar and the oppositeextremity in engagement with the spider, such spring acting to hol the plunger rod 16 normally at its limit of downward movement, the collar 17 serving to check the outward movement of the plunger rod under the action of the spring and so prevent accidental disconnection of the parts. The lower extremity of the plunger rod 16 is formed-With a yoke 18 and journaled in the yoke 18 is a roller 19.

If desired, my improved train stopping apparatus may be employed in conjunction with a block signaling system and located between the lines of rails of the trackway and at the entrance to each block is a shoe or obstacle 20 capable of sliding movement transversely of the trackway to active and inactive positions and connected through the medium of a rod 21 with the adjacent signal blade so moves to danger position the obstacle will be rendered active as illustrated by the dotted lines in Fig. 3, while when the signal is at clear the obstacle will be inactive, as shown by the full lines in Fig. 3.

Extending laterally from the plunger rod 16 adjacent to the yoke 18 on the lower end thereof is a horizontal arm 22 and'connected with the outer end of the arm 22 and projectingupwardly therefrom is a vertical rod -23 working within anopening 24 formed in the bottom Wall of the cab or other part of the locomotive. The upper end of the rod 23 is pivotally connected with the blade of a switch 25 controlling an electric circuit 2-6 including a suitable source of energy' as a battery 27 and the motor 6.

In practice, when the signal blade moves to danger position, the obstacle or shoe 20 is slid to active position as shown by the dot tedlines in Fig. 3 and in the eventof a train passing the signal the roller .9 will ride upon the shoe 20 and so elevate the plunger rod 16 against the action of the spring 18. In the upward movement of the plunger rod, the rod'LBis elevated thereby closing the switch 25 and energizing the motor 6. In the initial operation of the mo tor (1 the end wall of the slot 10 and the connecting rod 9 engages the thumb lever of the latching dog and the throttle lever andactuates such (log to released position, while in the continued operation of the motor the connecting rod swings the throttle lever to close the valve. Simultaneously with the movement of the connecting rod 9 motion is imparted to the rod 11 and slotted link 12 and the latter swings the engineers brake valve to emergency position.

In order to lock the throttle valve lever and engineers brake valve in actuated posi tions and hold the same out of the control of the engineer, I employ locking devices 28 and 29 located adjacent to the throttle rod 3 and engineers brake valve respectively. Each locking device comprises a substan tiallv rectangular casing 30 having the front wall thereof formed with an aperture 3L. Pivoted to the inner surface of the front wall of the casing is a latching lever 32 having the lower end thereof connected with a spring 33 and normally held across the opening 31, and the upper extremity thereof connected with one end of a cordor cable 34. The free extremities of the cords or cables that when the signal blade- 34 are connected with a common actuating cable 35 and the latter extends throughout the length of the train and 'is suspended in ing of the latching device 28 and alining with the opening 31 in the front wall of' such device. The forwardly projecting portion of the latching arm 37 is formed with a notch 39 so that when the throttle valve rod is actuated to valve closing position and the portion 38 of the latching arm 3Tmoved into the casing 30 the latching lever 32 will engage the notch 31), under the action ofthe spring 33, and so hold the throttle valve lever against movement to open the valve. Secured to the stem of the engineers brake valve and extending radially therefrom is a latching arm 40 having the outer end thereof bent at an angle to itself as at 41 and curved in an arc struck from the center of the valve stem. This curved portion of the latching arm is formed with a'notch 12 and is designed to enter the casing 30 of the latching device 29 when the engineers brake valve is swung to emer 'ency position under the action of the motor 6 and as the arcuate portion of th. lat hing arm enters the casing 30 of the lat iin device 29 by way of the opening 31, the latching le er 32 enters the notch 42 under the action of the spring 33 and so holds the valve-locked in emergency position. \Vhen the conductor of thetrain receives orders to proceed,- or desires to pro.- ceed. he pulls the cord 35 thereby swinging the latching levers 32 to inactive position so thatthe latching arms may be withdrawn from the casings of the latching devices and the engineer regain control of his engine.

A normally open switch 43 is preferably connected in parallel in the circuit 26 and is operable from a" cord 44 extending throughout the length of the train and under the control of the conductor. By. means of the switch 43 and the -cord 44 the circuit 26 may be closed by the conductor and the mo-" tor 6 energized to bring the train to a stop when conditions warrant. If desired,zt l 1is switch 1-3 and cord 44: may be eliminated.

From the foregoing description taken inconneetion with the accompanying drawings, the construction, mode of operation and mannerof employing my invent-ion'will be readily apparent. It will be seen that I have provided automatic train stopping-apparatus wherein theengineers brake valve andthe throttle valve lever are automatically locked in actuated positions succeeding the operation of the motor so that it is impossible for the engineer to regain control of his train without the cooperation of the conductor.

While I have herein shown and described one preferred form of my invention byway of illustration. I wish it to be understood that I do not limit or confine myself to the precise details oi construction herein de scribed and delineated. as modification and variation m-v be made within the scope of the claims rout departing from the spirit of the invention.

I claim 1. in train stopping apparatus, the combination with a controlling element of the motor car, of a motor, a connection between said motor and controlling element whereby the latter will be operated to closed position in the operation of said motor. means for operating said motor, a latch for latching said element in actuated position, and means extending throughout the length 01" the train whereby the latch may be released.

2. In train stopping apparatus. the combiuation with a controlling element of the motor car, oi a motor. a connection between said motor and cimtrolling element whereby the latter will be operated to closed posi lion in the operation of said motor, means or operating said motor, a latch for latching said element in actuated position, means extending throughout the length of the train whereby the latch may be released, and means concealing that portion of the releasing means within the engine cab.

35. In train stopping apparatus, the conn bination with a controlling element of the motor car, of an electroresponsive device, means under the control of said device for operating said controlling element to cut off the propelling power of the car, a source ol energy for said clcctr uesponsive device, a latch for latching said element. in actuated position, and means extending throughout the length of the train whereby the latch may be released.

l. ln train. stopping apparatus, the combination with a controlling element of the motor car, of an electroresponsi e device, means under the control of said device for o 'ierating said controlling element to cut otl the propelling power of the car. a source of energy or said (l((itl'hlQSPOllSlYQ device, a latch. for latching said element in actuated position, means extending throughout the length of the train whereby the latch may be released, and means concealing that portion of the releasing means within the motor car.

9. ln train stopping apparatus, the combination with a controlling element of the motor car, of an elect-rorcsponsive device, means under the control of said device for operating said controllin element to cut oil the propelling power 0 the car, a source of, energy for said electroresponsive device, a latch for latching said element in actuated position, means extending throughout the length of the train whereby the latch may be released, means concealing. that portion of the releasing means within the motor car, a switch controlling communication between said motor and source of energy, and

.eans for operating said switch.

In train stopping apparatus, the combination with a controlling element of the motor car, and the engineers brake valve, of a. motor, connections between said motor and valve and between said motor and controlling element whereby the latter and the valve will operate to cut oil the propelling power of the car and apply the brakes respectively in the operation of the motor, means for operating said motor, a latclgfor latching said valve and element in actuated positions, and means extending throughout the length of thetrain whereby the latches may be released.

7. In train stopping apparatus, the combination with a controllin element of the motor car, and the engineer s brake valve, of a motor, connections between said motor and valve and between said motor and controlling element whereby the latter and the valve will be operated to cut ofl' the propelling power of the car and apply the brakes respectively in the operation of the motor. means for operating said motor, a latch for latching said valve and element in actuated positions, and a cord extending throughout the length of the train whereby said latches may be released.

8. ln train stopping apparatus, the combination with a controlling element of the motor car, of a motor, a connection between said motor and controlling element whereby the latter will be operated to closed. position in the operation of the motor, a source of energy for said motor, means controlling communication between said motor and source of energy, a latch for latching said element in actuated position, means extend? ing throughout the length of the train whereby the latch may be released, and means for establishing communication between said, motor and source independently of said second-named means.

Intestimony whereof I atiiii my signature in presence of two witnesses.

i JESSE H. UPTON.

Witnesses:

A. P. Lnnrono, \V. B. CANINGER. 

